Change-speed gearing



June 1,1926. 1,587,278

A. F BORSCHEL CHANGE SPEED GEARING Filed Jan. 36, 1926 I r 2 Sheets-Sheet 1- Patented June 1, 1926. I

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' ALFRED, BORSGHEL', orienrfrAnqiNnw YORK;

onnncn srnnn GEARING: V

'Application filed January 30, 1926. Serial Nov 85,009:

This invention relates to a changespeed gearing and has for its object the production of a gearmg which 15 simple andcompact in construction, efficient and reliable in operation and permits of ready and quick changingyfrom. one facility. V In the accompanying draw ngs: 1

speed to another Withease and Figure 1 is along-ltudinal section ofthe preferred embodimentof my invention.

Figure 2ris a vertical cross section of the same takenonline 2-2 Fig, 1.

Figure 3 =is-an' end elevation of the same partly in SGOlllOlll Y Figured 1s a sidezview of theyoke-forme ing: part ofthe shipper mechanism whereby changed from one speed to the gears" are an'o ther;

Figure 5 Similar characters of referenceindicate 'like part-s in the severalviews. The mainframe of thlschange speed gear mgr may be'ofanysuitable construction 1n order-to supportthe several working parts; but in the approved form of the same shown inthedrawings this frame comprises. a tubular: body or: shell 10 which is provided internally with the longitudinal cylindrical bore 11 adapted to form'a bearing, heads 12 i and 13 arranged on thehigh speed and low. speed ends of thisbodyand flanges 14minrangedon oppositesides of the body and adapted to receive bolts orsimilar fastenings for securingythe frame to a stationary support. The head", 12 at the high speedendof the casing or body is'preferablyiformed integrally therewith; butthe' othenhead 13 at the low speed end of the casingor body is preferably made detachable therefrom and connectedby means of bolts 15 or other suite able 'fasteningswith the respective end of.

the frame body. v r The numeral- 16 represents thelow speed shaft which in the present, instance will be assumed tobethedriven shaft and is journaled lengthwise in a bearing =17;on the low speedheadv13 o'f-the frame? The numeral. 18 represents the highspeed shaft which in. the present case is :assumed'fto he? acjdrivin'g} shaft and: receives its"motion from any suit able source fo-r'instance by means .OZEJELiClIlV-' ingl belt passing. around; a pulley 1-9 at. the: outer 'end'eof' this shaft.- Theahi'ghz. speeds sh aft-"18 *isf arrangedl axially in line*ewitlrthe"; drivenr'or lo'wspeed shaft:lfifandtis journaledgl is a fragmentary section taken" bearing 20 on the h ead'12.- The numeral represents acounter-sha-ft; or rod which is I arranged, .Withinthe framefparallel gearjwheel which is securedrto the inner-end of the low speed shaft 16- and. has-the; inner end of 1ts hub; provided with a. bearing25 which receives the inner end: of'the high speed-shaft 18 sothat this-gear wheel in i efiect serves as a bearing; for the respective end of the high speed 5 shaft;

- On the transverselyopposite-parts of the high speed shaft and thecounterrshaft; are 7 1 w arranged'the gear heels of a train of-which different members arev selected for produc ing a variation in the speed of.-the-d-rivingor, high-speedand -the{ driven or low speed shafts. Inthe' preferred for-n15 of; this train:

of gearing thesame consists of aiplurality of large gear Wheels26; 27, 28 mounted on the hig-h'speedshafh a plurality of large gear wheels 29, mounted on the counter-shaft,

plurality of smallgear wheels 31, mounted onthehigh speed shaft and turnj mg respectively with the; large high. speed gear Wheels '26-aud-27 andm'eshi-ng with the large gear wheels 29 and 30-, and two small countergear wheels 33-, 2 k turning respectively with the large counter gear wheels 29' and 30 and meshing with the large; high speed gear, Wheels-27 and 28,- as-shown in Q B and its voompanionasmall gear wheel 31 aregconnect'edwith'the high speed shaft 18 by ai-key 35 or'othe'r suitable means-so as to turn therewith, but the remaining gear wheels 27 28 and 32 are mounted loosely on I thisishaft'so as to be capable of turning in"- dependently' thereof.- Each .ot the large counter gear wheels 29iand 3O an-dgthe small counter j gear Wheels '33 and 34:" connected respectively-therewith;are also mounted loose-- Fig. 1. 1 The primaryhigh'speed "gear wheel lyxon the counter-shaft or rod 21 so as to be if c'apable. of turning? independently of each: other. 1 Two groupsaor:"rowsvof gear wheels are therefore producedby' tliisz'organizationg,

shown? intheirdnawingss f A coupling gearing is provided whereby motion may be transmitted from the periphery of any one of the large gear wheels 26, 2 or 30 to the elongated gear 24; or vice versa for the purpose of varyingthe rclatire speed of the high and low speed shafts; In the preferred COIlSL-lUCt-lOIl thi' is accomplished by a mechanism which comprises a rotary coupling barrel 36 which in the bore or hearing 11 of the main frame and is also capable of longitudinal movement thereon, a low speed internal gear rim 3? arranged at the rear end of the barrel 36 and meshing constantly with the teeth on the periphery of the elongated gear wheel it and also capable of sliding lengthwise thereon-into different positions, and an internal high speed rim 38 arranged at the front end of the barrel and adapted to mesh selectively with the outer parts of any one of the. large gear wheels 26, 2?, 28 29 or 30. As shown in Fig. 1 of the drawings the coupling barrel 36 is in its foremost position in which its high speed gear rim meshes with the large gear wheel 26 in which position the maximum speed can be transmitted from the high speed shaft 18 to the low speed shaft 16 due to the engagement of the low speed gear rim 87 engaging with the elongated gear 24: and the elimination of the remaininggeais 27 to 34; from active. service at thistiine. Upon moving the coupling barrel. 36 backwardly one step the high speed gear rim 38 is disengaged from the gear wheel 26 and no motion is transmitted at this time from the hi speed shaft to the low speed shaft. Upon, however, u'ioving the coupling barrel 36 backwardly another step the opposite side of the high speed internal gear 38 will be engaged with the teeth of the first large counter-gear wheel 99, whereby motion will be transmitted at a reduced speed from the high'speed shaft 18 to the low speed shaft 16 inasmuch as the motion at this time is transn'iitted successirely from the high speed shaft to the cou-- pling barrel 36 through the medium of the small gear wheel 31 and the large gear wheel 29. A further rearward step will disengage the gear rim 38 from the large gear wheel 29 but the next rearward step of this barrel will cause the gear rim 38 to be engaged with the large gear wheel 27. Vihen this occurs motion from the high speed shaft to the the low speed shaft is again reduced due to introduction of the small gear wheel and the large gear wheel 2'? 1n the active tram of gears. Another backward step of the coupling barrel will disengage the gear rim 38 from the gear wheel 27 and during a further backward step'of the coupling barrel its gear rim 38 is engaged with the large gear wheel 30 whereby the small gear wheel or pinion 32 and the large gear wheel 30 are rendered operative in the train and cause a still fur ther reduction in the speed from the driving shaft 18 to the driven shaft 16.

During the next rearward step of the coupling barrel 36 its gear rim 38 is disengaged Irom the large gear wheel 30 and a sti ll fin'ther-backward movement of the same will cause the gear rim 38 to mesh with the teeth of the large gear wheel 28, whereby the small gear wheel 34; and the large gear wheel 28 are rendered active and caused to transmit speed at a still further reduced rate from the high speed to the low speed shaft.

'lhe number of cooperating small. and large wheels may be either reduced or increased in number as compared with the number shown in the drawings, the selection of the particular number of pairs of cooperating gear wheels being determined by the pa ticular use for which the gearing is in- .ided. Ghviously the rate of speed can be adually stepped up from one speed to a higher speed if the mechanism is organized so that the low speed shaft 16 is the driving shaft and the high speed shaft 18 is the driven shaft. During all these various changes in speed the low speed gear rim 3. remains constantly in mesh with the teeth of the elongated gear wheel 28.

Various n'ieans may be employed for shifting the coupling barrel from one position to another those shown in the drawings being suitable and constructed as follows.

The numeral 39 is a yoke having preferably the form of a ring and movable longitudinally within the rear part of the frame. This yoke is provided witha plurality of :lorwardly projecting hooks 40 which engage rith an internal annular groove 41 in the rear part of the coupling barre 36, whereb the latter is compelled to move lengthwise with the-yoke 39 but is free to turn independently thereof. This yoke is mounted on the inner ends of two longitudinal shifting rods 42 which are guided in the rear head -13 of the frame and have their outer ends connected by a cross bar 43. A shifting lever turning about a horizontal transverse axis is arranged externally of the main frame and operatively connected with the same and the yoke 39. In the preferred constructii'm this rock lever is constructed in the form of a fork with two arms -14 which are pirotally connected at their upper ends by means of pivots 45 with brackets 46 projecting r airwardly from the rear head 13 of the frame on opposite sides of the low speed shaft 16 while the lower end of this lever is provided with a handle 47, and the intermediate part of each of the arms 44- is provided with a longitudinal slot 48 which receives a coupling boltl9 connecting two rearwardly projecting lugs 50 on the cross bar 4C3. Upon swinging the shifting lever 47 forwardly or backwardly the yoke 39 together with the coupling barrel 36 is moved lengthwise of the frame, whereby the high speed gear rim 38 of this barrel may be enbetween the high and'low speed shafts at space is available.

ditlerent points in the train when desired.

If desired thein'terior of the casing may be filled with a grease or other lubricant so that the gears will run' n-oiselessly and also with a minimum amount of friction and wear, thereby rendering it unnecessary to replace the gears frequently. Such'lubricant may be introduced into the enclosing casing through an opening ln'the top of the same whichis normally closed by a plug 51.

This change speed gearing is very compactso that the same can be readily installed in places where only a'limited amount of It is also very simple and durable in construction so that it is not likely toget out of order.-

I claim as my invention: 7 a l; A change speed gearing comprising an elongated gear wheel, a train consist ng of a plurality of large and small gears arranged in a plurality of longitudinal rows each rowcontaining alternating large and small gear wheels, and each small gear wheel of one row meshing with a large gear wheel of theother row, and a longitudinally movable barrel having two internal gear rims one of whlch meshes constantlywlth the,

elongated gear wheel and the other is adapted to engage selectively with the outer parts of the large gear wheels of said rows.

2. A change speed gearing comprising an elongated gear wheel, a train consisting of a plurality of large and small gears arranged in a plurality of longitudinal rows', each row containing alternating large and small gear wheels, and each small gearwheel of one row meshing with a large gear wheel of the other row, a longitudinally movable barrel having two internal gear rims one of which meshes constantly with the elongated gear wheel and the other adapted to engageselectively with the outer part of the large gear wheels of said rows, shafts connected with the elongated gear wheeland the outer endmostgear of said train, and afraine on which said shafts, gear wheels and barrel are j onrnaled. 1 i V 3. A change speed gearing'comprising an elongated gear wheel, a train consisting of a plurality of large and small gears a-rranged in a plurality of longitudinalrows,

each row containing alternating largevan d' small gear wheels, and each small gear wheel of one, row meshmg wlth a large gear wheel 0f the other row, a longitudinally movable barrel having two nternal gear runs one of whlch meshes constantly with the elongated gear wheel and the'other adaptedto engage selectively with the outer parts of the large gear Wheelsotsaid rows, shafts connected with'the elongated/gear wheel and the outer endmost gear of said train, a frame on which said shafts, gear wheels and barrel are journaled, and shipper means for shiftingv said barrel lengthwise mounted on said "frame and'connected with said barrel to compel the latter and the shipper means to move-together lengthwise but permitting the harrel'to turnindependently of said shipper A a change speed gearing comprising an elongated gear wheel, atrain consisting of a plurality of large and small gears arranged inaplurality of longitudinal rows, each row containing alternatinglarge and small gear wheels, and each small gear wheel of one other row, a longitudinally movable barrel having two internal gear rims one of'which shaft upon which the gear wheels of the row meshing with a large gear wheel of the other row are mounted, a frame having a body provided with abearing for said elon gated gear wheel and heads forsupporting said shafts and a shipper mechanism for shifting said gear barrel comprising a-lo-ngi-fi,

tudin'ally movableyolre arranged within said frame, hooks arranged on Sill-Cl yoke, said one of said-heads and'connected at their inner ends with said yoke, and a handlever lUU barrel being provided with a groove which. "receives said hooks, shifting rods sliding in tulcrumed on said frame. andpivotally 0011- nected with said shifting rods.

UALFRED BORSGHEL. 

